Ignition mechanism for combustion-engines



SATS

errar este JAMES J ESSEN, MINNEAPOLIS, MINNESOTA.

VlG-NIlION MECHANISM FOR COMBUSTION-ENGINES.

terasse.

Speccaton of Letters Patent.

Patented May 10, 1921.

To all wlw/m t may concern Be it known that l, JAMES Jassen, a citizen of the United States, residing at M111- neapolis, county of Hennepin, State of Minnesota, have invented certain new and useful improvements in ignition Mechanism for Combustion-Engines, of which the following is a specification.

My invention relates to ignition mechanism for low compression internal combustion engines and the object of the invention is provide self-contained mechanism for the ignition of the combustible charges in high speed engines of the low compression type, and especially in engines of thetwo stroke cycle and means for controlling the time of ignition withoutthe use of electric or other attachments.

The invention is particularly applicable to the .eng-ine shown and described in my Patents Numbers 1,325,294,` granted Dec. 16, 1919, and 1,339,874, granted Feb. 17, 1920, and consists generally in various constructionsv and combinations, all as hereinafter described and particularly pointed out in the claims.

ln the accompanying drawings forming part of this specification,

Figure 1 is a vertical section of an engine having my invention applied thereto and showing the engine midway on the compression stroke, i

Fig. 2 is an enlarged section of the ignition mechanism, showing it ninety degrees of the crank revolution later and at the point of. ignition.

Fi 3 is a vertical section on the line 3--3 of Fig. 3, showing the operating partsvin the position as in'Figl, l

Fig. 4 is a horizontalsection on the line 4-4 of Fig. 2,

Fig..y 5 is a similar section on the 'line 5 5 ofFigz2, y

Fig. 6 is a vertical section similar to Fig. 3. but showing the parts 180 degrees of the crank throw later.

ln the drawing, 28 represents the combustion cylinder, 43 the piston working therein, 45 the connecting rod and 21 the crank shaft, mounted in suitable bearings in the `crank case 20.. 28 is the compression and combustien chamber, 55 the admission port for combustion to the cylinder and 53h the exhaust ports.l 72 is a fuel atomizer and gas pro-v ducer from which gas is `admitted through the passage 56 to theport'55; 40`isthe pump cylinder for combustion and 49 the valve piston working therein, 38 is the pump cylinder for air, 46 the piston therein, 47 the connecting rod to the pump crank shaft 22, and '62 a piston rod connecting the pistons 46 and 49. vThe crank shafts 21 and 22 are geared together to run at the same speed and the pump shaft crank 48 is running .substantially ninety degrees ahead of the combustion cylinder crank 44, so that when the combustion cylinder piston is at the end 0f its stroke, thefpump pistons'are at the center of their stroke, and vice versa. f rlhe head 50 of the pump cylinder 40 is prefere ably detachable and is formed with a cylindrical casing 27 and a compression chamber 29. .The bore 30cf the cylinder casing 27 has a communication with the compression chamber 29 through a port 31 and also through a port 32 and transfer `duct 33 with the compression chamber 28 of the combustion cylinder. l prefer to form the transfer duct 33 inV a gooseneck 140, securedto the head 27. and to the neck 37 of the combustion cylinder head 86, all being surrounded by cooling water. A plunger 38 is accurately fitted in the cylindrical bore 30 and is attached to thevalve piston 49 by means of a yrod 39, passing through the head 5() and being preferably an extension of the rod 62. rlhe plunger has an internal bore 36 fitting accurately a plug 41, yhaving a centering shoulder 42 and flange 51 to be received in a counterboard seat in the casing 27. The flange 51 is held to its seat by a plate 52, secured'to the casing 27 by screws 54. A semi-cylindrical bore 56 connecting with the bore 30 and the port 32 is provided with an accurately fitted circular plug 57, having one side 58 recessed to'correspond to the form of the bore 30. rlfhe plug is provided i with internal threadsy and a threaded rod 60, having a shoulder 61 iittedagainst the under side of the plate and is screwed into the internal thread 59. The rod extends 'through the plate 52 and is provided. with a bevel gear 66 crother means for turning the rod to adjust its longitudinal position. The plunger 88 has a counter bore 64, a portv v65 and a 'semi-circular `peripheral groove 66.

f The cylinder casing 27 is provided with a small trap chamber 67 thearea of which is adjustable by means of a screw 68, having a "check nut 69. A port 70 leads from the trap chamber to the bore of the'cylinder and is adapted to register with the port and groove 66 of the plunger at certain points during its strokes. An exhaust port 68 is arranged in the upper end of the bore and an exhaust pipe 69 may be connected to the' exhaust pipe of the engine. In operation, and starting with the position of the plsT tons as in Fig. l, the power piston on itsdown stroke of the plunger as showniii Fig. 6, the combustible gas has beencompressed in the chamber 29 and is now flowl ing down through the port 31 and plunger bore-36 drawing they spent gasesin the plunvger. through the counterbore (ill and exhaust port 68 and filling the plunger bore with combustible gas. stroke of the plunger, the gas is compressed in the plunger bore, and as the port 65 passes through trap port 70 portion ci the compressed chargeis transferred to the trap 67.' The remainder is compressed to the ignition point inthe small ignition chamber 7l between the plug and the bottom Wall 7 2 ofthe plunger. Onthe succeeding down stroke, as the port 65 passes below the plug al, the burning gases will ignite the gases in thev trap chamber othrough the portv. The space between the port 65 and groove 66 is slightly longer than the width ofthe port 70 and as the groove comes to a: register withthe port, the burning gases under high pressure will pass around the groove to the chamber. This chamber being iilled with combustible gas under compression from the combustion cylinder, the gas isimmediately ignited and theresulting pressure instantly transfers the combustible gasA to the main cylinder.` The point oiignitic-n is controlled by the vertical position of the plug 57, and as the plug is lowered, the ignition occurs vlater and may be entirely shut off by lowering they plug to close the port 3 2. On the further down strokeof the plunger, the burning gases inthe plunger bore are expanded until exhausted. During Veach `upstroke ofthe plunger whenl the groove 66 passes,v the ignition port leading to the, main cylinder which is then in the exhaust period, the burning gases remaining in the groove andtrapis exhaustedthrough the port 32 and duct 33 yto the main cylinder. 'ItV will be seen that with this simple construction, no'valves or other accessories arenecessary totranser or control the time of ignition. The cooling of the 'ignition charge between the'first ignition point and its transfer to the combustion cylinder is prevented by means of successive ignition of the trapped combustible gases. The diameter of the ignition plug and the area of the ports are Upon the next upward made as small as possible, but large enough to prevent too rapid cooling.

lt'is evident lthat various modifications may be made in the construction without departing from the principle and scope of the invention. For example, pure air may be compressed to a high enough pressure and temperature for ignition, or a small part of combustion may be introduced into the igni* tion chamber from the pump cylinder 40.

. ther means oi varying the timeo ignition may be provided and do not, therefore, limit myself to the exact construction shown. l claim as my invention:

l. Ain ignition device for internal combustion engines comprisingL ini combination with a low compression power cylinder and piston working therein, an auxiliary cylinder'having ran ignition chamber, a conduit between said cylinders, a compression plunger working in the auxiliary cylinder, said plunger arriving at maximum compression inl advance of the power piston, means controlled by the compression plunger for admitting combustible gas to the ignition chamber lfrom the power cylinder, means cc-acting'with said plunger for `compressing said gasto thek ignition point and means controlled by the plunger, for thereafter conducting the ignited gas from the ignition chamber to thepower cylinder.

2L In an ignition device for internal combustion engines,v the combination with a low compression power vcylinder and piston working therein, oi Van auxiliary cylinder having an ignition chamber, a compression plunger working in the auxiliarycylinder, said plunger arriving at maximum compression in'advance of the power piston, a charging chamber in said auxiliary cylinder, means controlled by the plunger for admitting combustible gas to said charging chamber from the power cylinder and transferring said gas to the ignition chamber, means cooperating with said plunger for compressing said gas to ignition pressure and for thereafter conducting the ignited product from the ignition chamber to the power cylinder for the ignition of a power charge? 3. An ignition device comprising a cylinder, a hollow compressor in said cylinder, a low'com'pression chamber in said cylinder, a high compression ignition chamber in said compressor, a port in said cylinder for admitting gaseous Huid to said low compression chamber, a port in said compressor for transferring said fluid to vthe'high compression chamber, a second chamber having a cylindrical port, said port being swept by thec'ompressor portA anda peripheral chanf nel `in said compressor sweeping said cylinderjport. Y

4.. In an ignition device for internal combustionengines, thezcombination with a low compression lpower cylinder and piston working therein and means for charging said power cylinder with a combustible mixture of an auxiliary ignition cylinder having an ignition chamber, a compression plunger working in said ignition cylinder, said plunger comingto maximum compression in advance of the power piston, a conduit between said cylinders open to the power cylinder, a charging chamber in said auxiliary cylinder, 'means' controlled by the compression plunger for admitting combustible gas through the conduit to said charging chamber and transferring said gas to the ignition chamber', mechanism coacting witn said compression plunger for compressing said gas to ignition pressure and thereafter contacting the ignited gas with combustible mixture in said conduit to ignite the power charge and means for exhausting the ignition gases.

5. The combination with a low compression internal combustion power cylinder and piston and means for charging said cylinder with a combustible mixture of an auxilliary ignition cylinder having an ignition chamber, a compression plunger working in said ignition cylinder7 said plunger coming to maximum compression in advance of the power piston, a conduit between said cylinders open to the power cylinder, means controlled by the compression plunger for admitting combustible gas to the ignition ch amber 'from the power cylinder, means coacting with the plunger for compressing said gas to ignition pressure, means controlled by the compression plunger for thereafter contacting the ignited gas with combustible miX- ture in the conduit to the power cylinder and means for varying the time of contact.

6. ln an ignition device for internal combustion engines, the combination with ay low compression power cylinder having a aiston workin@ therein and means for suoc l plying a combustible power charge to said cylinder, of an auxiliary compression cylinder, having an ignition chamber and a charging chamber, a plunger working in said cylinder, means controlled by said plunger for passing combustible gas from said power cylinder to said charging chamber and from said charging chamber to said ignition chamber, means cooperating with said plunger for compressing said combus tible to the ignition point and means controlled by the plunger for thereafter contacting the ignited product with the combustible gas in the power cylinder to ignite the power charge. v

7. An ignition device comprising a cylinder, a hollow compression plunger working in said cylinder, a low compression charging chamber in said cylinder, a stationary piston co-acting with the hollow piston to form an ignition chamber, a conduit port controlled by said plunger for admitting `gas to the charging chamber, a port in the plunger for transferring saidgas to the ignition chamber, a `trap port in said cylinder swept by said plunger port, a peripheral channel. in said plunger periodically opening to said trap port and said conduit port.

8. An ignition device comprising a cylinder, a hollow compression plunger working in said cylinder,a charging chamber in said y cylinder, an ignition chamber in said plun- 

